Internal-combustion engine.



S. A'. REEVE,

INTERNAL COMBUSTION ENGINE r APPLICATION FILED APR. 15. I914. L w mfioPateirtedi Jan.15,1918. I 2 SHEETS-SHEET 1- Fig.

S. A. REEVE.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED APR. [5. I914. lfififiguPmtentefi Jan.15,1918.

2 SHEETS-SHEET Z! SIDNEY A. REEVE, G1 'IOIVIPKINS'VILLE, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Jan. f5, 11ers.

Application filed April 15, 1914. Serial No. 832,034.

To aZZ whom it may concern."

Be it known that I, SIDNEY A. Brave, a citizen of the United States,residing at Tompkinsville, in the county of Richmond and State of NewYork, have invented a new and useful Improvement in Internal- CombustionEngines, of which the following is a specification.

My invention relates to engines having two or more cylinders operatingupon the Beau de Rochas or other so-called fourstroke cycles, in whichtheback-strokes of the piston are used alternately for exhausting theburnt charge and compressing the next charge. Its object is to improvethe efiiciency and power by perfecting the scavenging of the burnt gasesfrom the cylinder, increasing the expansion and freeing the exhaust. Italso gives the designer of the engine a greater-latitude in choice ofdegree of compression to be employed.

Referring to the drawings, in which corresponding parts are designatedby corre sponding marks of reference,-

Figure 1 is a partial section on the plane of the crank-shaft andcylinder-axes of two cylinders of such an engine in which the twocylinders illustrated are arranged side by side in that plane, theirpistons working in substantial unison upon a single crank.

Fig. 2 is a partial section on a planenormal to the crank-shaft andcontaining the axis of the left-hand. cylinder of Fig. 1 viewed from theleft.

Fig. 3 is a partial section through the plane of the axes of a similarpair of cylinders, but showing a modification of my in vention from theform shown in Figs. 1 and 2.

Fig. 4 is a diagram of shaft, crank-pin and eccentric centers of aten-cylinder engine having its cylinders arranged radially about theshaft in five pairs, each pair similar to Figs. 1 and 2. I

Fig. 5 is a similar diagram of shaft crankpin and eccentric centers ofnine-cylinder engine having its cylinders arranged each in a d fferentplane radiating from,and coinciding with the axisof, the crank-shaft.

Fig. 6 is a longitudinal vertical section of the eccentric-element (withcrank-shaft in elevation) of the engine of Fig. 5.

Fig. 7 isa vertical section along the plane YY of Fig. 6, looking towardthe left, the

cylinders in a periphery centering in thecrank-shaft axis, with the axis55 55 of Fig.

Sparallel with and vertically above the shaft axis, as at I of Fig. 5.

In the drawings 1 is a cylinder-body comprising cylinders for thetwopistons 2, 2; 3 is the crank-shaft; i is the crank and 5 the crank-pindriven in common by the pair of cylinders shown. The two sets ofcylinders and pistons will be referred to in general as A and Brespectively, as marked. In the drawings cylinder A is shown at the endof its exhauststroke and cylinder B at the end of its compresion-stroke.7

Each piston 2 has a wrist-pin 7 and a coin necting-rod 6. Between theconnecting-rods 6, 6 (Figs. 1 and 2) and the crank-pin 5 is a piece10-11-1213-141516 (hereinafter referred to as the rock-sleeve)which,although it may be subdivided for purposes of construction, is virtuallyone solid piece. It comprises a concentric sleeve 13 on the crank-pin 5,eccentrics 11 and 12, arms and 16, and pin 14:. The two eccentrics arethe equivalent of two short cranks having radii bearing a mutual angularrelation, in Figs. 1 and 2, of preferably less than 180 and more than90, but these limits may be disregarded without departing from thespirit of my invention. The two arms 15 16 have radii approximatelybisecting the angle between the radii of the eccentrics. The two armsact as one, and are made duplicate only for convenience. To theextremities of the pin 1st in these arms are attached thetension-springs 17 and 18, the other ends of which are attached to thepins 19 and 19 fixed in the rods 6, 6. Except for the elastic action ofthe springs 17 and 18, which may not always be present, the rocksleeverotates freely on the crank-pin. without constraint into any definiteposition.

In the modification shown in Fig. 8 the crank-shaft and crank are notshown, but are understood as driven by the connecting rods 26, 26working upon a single crank. is a cross-head, suitably guided by slidesnot shown, driving the connecting-rods by the pin 27. The left-hand faceof this crosslid of the two pistons. the back-stroke the pressures inthe two head comprises a plane surface, and against this surface bears arocker 21 in which are fixed pins 22, 22 and 29, supposedly protrudingupon the far side also. The pins '22 are connected with the two'pistonsrespectively by the links 23, 23. The cross-head bears a pin 28 whichisconnected by the tension-spring 36 with the pin 29. The rocker 21 isguided by the links 24:, 2 1, swinging onpins 25, 25 fixed in thecrosshead (with the requisite lost motion or elasticity properlyprovided) so that each link 23 will coincide approximately with the axisof its cylinder when its end of the rocker cylinders are equal, theforces at work upon the two eccentrics 11 and12 are equal, and thetension of the two springsl'i, 18 will have drawn the arms 15, 16 intoapproximate coinc dence with the plane of Fig. 1. from which plane thetwo eccentrics will tend to bear equal departures. But as theback-stroke progresses the action of the valves imprisons the gaseswithin cylinder B, while leaving open the exhaust for those of cylinderA; wherefore the-pressure rises rapidly in B. This unbalances the forcesat work upon the rock-sleeve and tilts it gradually toward the positionshown. This position will be assumed more or less accurately, accordingto the influence of the inertia of the various moving parts, before thecompression-stroke is completed; but since the springs 17, 18 shown inFigs. 1 and 2 gain in mechanical advantage as the rock-sleeve assumesangularity, whereas the fluid forces uponv piston B lose it, the partswill never quite reach the position shown (-exceptas a possible resultof inertia). It the springs 17, 18 vere absent from the structures ofFigs. 1, 2 and 3, as in the structures ofFigs. at and 5 which ha venosprings, the positions shown in the drawings will still be assumedperfectly, as the from cylinder A.

A is driven'quite home (barring an in evltable nunln'uini of clearance),whereby the exhaust-gases are driven completely It is tobe understoodthat the springs of Figs. 1 and 2, when the eccentrics 11, 12

a beara relative angle appreciably. less than 180, are superfluous tothe normal operation of'the engine, since the fluid forces at work uponthe pistons suflice-to enforce all the requisite movements of theeccentrics; but when the engine has been at rest for a time eccentricsrelatively "so: located-'rnight 'have become rota-ted by 'accident(-inthe absence of'the springs) intojthe position where eccentric'llwasvertically above the crank-pin, whereupon the starting of the enginewould develop a destructive collision "before the usual fluid forcescould assume control. If the relative angle of eccentrics in F :igs, 1and 2 be substantially 180 the springs areplainly necessary for normaloperation, tO throw the upper eccentric off center after the completionof the suctionstroke.

But where the eccentric angles and radii are such, in a two-cylinderengine like Fig. 1, or where the number or relative position there is nodanger of the eccentric of the compressing piston being caught on uppercenter, or being improperly near the cylinder, so as to developcollision, springs are not necessary. Springs such as 17, 18 aretherefore apart of my invention only as a well known'means foraccomplishing what may-preferably be accomplished by the fluid forcesacting upon the pistons, or by other means. Besides the fluid forcesthere are inertia-forces at work upon the pistons and eccentrics. In Figs. 1 and 2, as the pistons approach the upper endof their stroke, notonly will the eccentric piston B be pressed downwardly by the-compression-pressure but that of piston A may be forced upwardly byinertia-forces. This would tend to rotate the sleeve beyond thedead-center position for piston B, were not the explosion-pressurethereon so heavy as to pre vent. In such case centrifugal force orinertia, acting upon eccentric A nay become the true motive force to berelied upon to actuatesaid eccentricyin domination over the fluidforces. Thus in high-speedengines the inertia-forces may becomethecontrolling forces bothin design and operation, in my invention as inany otherfeature of-a high-speed engine.

As combustion and expansion ensue the heavy fluid forces-at work uponpiston B can have no appreciable efiect-uponthe angularityof therock-sleeve, because it already virtually upon dead-center; The

tive position shown until the opening of of cylinders is such, asinFigs. 4 aud o, that I two-pistons retain substantially"thereladeparture from my invention.

exhaust equalizes or reverses the pressures in the two cylinders. Owingto this fact the Working pistonwill travel farther down its cylinderthan the idle one, thus uncovering the annular exhaust-port 30, whichthe idle piston fails to reach. This provides amore free exhaust and agreater degree of expansion than is ordinarily attainable in four-strokecycle engines.

In the modification shown in .Fig. 3 the action is virtually the same,merely the struc ture being different in detail. The various angularpositions of the rocker of Fig. 3 correspond with those of therock-sleeve of Figs. 1 and 2. The spring 36 corresponds with the springs17 18. If the face of the rocker be a circular cylinder the links cannotguide truly without lost motion or elasticity or slipping; but by makingthe rockerof a suitable ci'lrvature the links can be used Without lostmotion, elasticity or slipping. Other forms of guides may be used forthe rock-sleeve or rocker without The rock sleeve, for instance, may belocated upon the wrist pin of a cross head, instead of a crank-pin asillustrated in, Figs. 4% and 5. The elastic control springs may likewisebe replaced by pistons or diaphragms under fluid pressure including themain pistons themselves.

The invention thus appears as a device between the piston and thecrank-pin which will let the former approach the latter, to Ward adead-center condition, as the former becomes subject to major fluidforces, which will permit said piston to separate from its crank-pin insimilar manner. as the former becomes subject to minor fluid forces orto dominating inertia-forces, and means for throwing the device off deadcenter at the proper time. This last mentioned means may be one of thepistons of the engine, as in Figs. 1, 2 and 3 (as drawn, but omittingthe springs), or as in Figs. 4 or 5, or this means may be a metallicspring, as it must be in Figs. 1 and 2 if the eccentrics were at 180, orif Fig. 3 had ISO-degree eccentrics on its wrist-pin; or this means maytake some other form. The only requisite is that it shall act withoutshock.

Figs. 1 and 2 are illustrative of what may be called an elementary pairof cylinders, of which pairs there may be any number grouped about theshaft, either on difierent radial planes, as in Fig. l, or in a singlevertical plane, as in the ordinary marine engine. This elementary pairis not necessarily structurally segregated from the other cylinders, norneed it have its cvlinders oxactly in the same plane through theshaftaxis; for the operation of Fig. 5 shows such a pair formed by eachtwo cylinders in turn, as theshaft rotates. \Vhen one such ele- .nentarypair appears alone, as in Figs. 1

and 2, metallic springs or some other dis placing device are obviouslyneeded. for drifting purposes if the eccentric-angle be less than 180,or for normal operation if this angle be 180; but Where two or more suchpairs are associated piston-action may be relied upon for displacing theeccentrics from dead center or for otherwise limiting properlyitsmotion. The exact character of such means 1s not a feature of thisinvention,

so long as it operates without shock.

In engines having a sufficient number of cylinders located radiallyaround the crankshaft the device of Figs. 1 and 2 is applicable byleaving the rock-sleeve free to rotate completely around the crank-pinunder control by piston-forces only. The recurrent cycles in thesuccessive cylinders will cause the sleeve to rotate, but irregularly.In such an engine the cylinders may be arranged in pairs like Fig. 1 orthey may all be in the same plane, or they may combine these two plans.The only requisite is that combustion shall occur in adjacent cylindersat each alternate revolution, as is usual in four-stroke cycle engines.Fixing the crankshaft and making the cylinders the rotor has no bearingupon the applicability of my invention, although reversing some of thedescriptive terms used.

Figs. l and 5 are diagrams of crank positions, and sleeve or eccentricpositions, arranged to show how my invention may be. applied to enginesof different arrangements of multiple cylinders.

Fig. 4 illustrates diagrammatically an en. gine of ten cylinders upon asingle crank, arranged radially about the crank-shaft in five pairs,each pair parallel as in Fig. 1.

The five A cylinders of these five pairs drive upon a single eccentriccommon to the five, upon the crank-pin, while the five B cylinders driveupon another single eccentric common to the five, the two eccentricsbeing solidly connected upon common sleeve, as in Fig. 1.

Each of the five brokcn-anddotted lines radiating from the center ofFig. 4; represents the plane of a section similar to Fig. 1, the pitmenof the live A cylinders being journaled upon the eccentric 11 or uponthe head of the left-hand piti'nan 6 in, any suitable manner, as is nowcommonly done, and the pitmen of the five B cylinders be ing similarlyjournaled upon the eccentric 1:2 or upon the corresponding pitman 6.

Fig. 5 illustrates diagrammatically an engine of nine cylinders upon asingle crank, arranged radially about the crank-shaft at nine equalangles, all the cylinders being either substantially in the same planetrans verse to the shaft, or, if in three differentplanes, sodistributed only for convenience of alinement with their respectiveeccen tries.

The sleeve on the cr'ank-pin in this case carries three eccentricssimilar to 11, 12 of Figs. 1 and 2, the centers of which are marked a 7and 2 respectively, bearing a mutual angular relationship of The ninecylinder-axes are in three different planes transverse to thecrank-shaft, cylinders LIV and VII being in the plane of eccentrics,cylinders II, V andVIlI inthe plane of eccentric y, and cylinders III,VI and IX in the plane of eccentric 2. Each of these three sets of threecylinders drives the crank-pin through connecting-rods bearing upon thesingle eccentric respectively common to the three cylinders and lying intheir plane.

In Figs. 6 and 7 the three eccentric-centers 50, 1 and 2 are thoserespectively of eccentrics 111, 211 and 311, the three eccentrics lyingin the planes X, Y and Z respectively and being structurally solidifiedinto a'unitrotating freely about the crankpin axis'50,which in turnrotates about the shaft-axis O.

In Fig. i the solid circle represents the path of the crank'pin and thetwo concentric dotted circles the extremes of piston-adjustment awayfrom its mean position, in either direction, requisite for the functionsof perfeet scavenging, extended expansion, over running of exhaust-portor clearance for suitable compression, as already described. The doublesmall circles represent various posit-ions of the center of thecrank-pin or sleeve, and the little adjacent single circles representthe centers of the two eccentrics, which are in this case separated byan angle oflSO and of a throw equal to the dis tance between solid anddotted large circles. The. two sets of five cylinders each, with thedirections of their center-dines, are indicated by radii marked with theRoman numerals:

:1, 11, III, IV, v, vi, vii, viii, ix and X,

the capital letters referring to the cylinders in one plane attached toone eccentric and the lower-case letters referring to those in the'otherplane attached to the other eccentric. The valve'gear is supposedlyarranged to develop combustion in the ten cylinders in' their numericalorder.-

"Starting first with cylinder I, the development of compression andexplosion in this cylinder will force its eccentric and pistoninto'the'position B, Fig. 1, while the piston of cylinder VI is forcedinto the position A (exceptthat its eccentric is then directly above thecrank-pin center, instead of obliquely as in Fig. 1). Throughout the arcof crank-motion III cylinder Iwill be chiefly in control of the angularposition of the rock-sleeve, but as radius II is approached'the fluidforce of cylinder I is dying out rapidly, while that of cylinder II isincreasing rapidly, whereby as combusion occurs in cylinder II thatpiston supersedes masses cylinder. I in control, forcing thetwo'ecc'entrics approximately into alinement with radius II withoutshock. Continuing thus around the circle to" radius V,.eaclrcylinder ofthisset assumes control of the rock-sleeve in turn, without shock,ther'ock-sleeve rotating with an average angular speed equal to that ofthe crank.

But when cylinder V has burnt and slightly expanded its charge a newstate of equilibrium is reached, as indicated. When the crank is aboutmidway between. radii V vi the rock-sleeve is rotated quickly andpowerfully, but in stable equilibriumand without shock, in the oppositedirection from that of the engine, bringing the eccentric of the secondset of cylinders into the position of that occupied before by that ofthe first set. Thus during each revolution the eccentric of one workingset of cylinders is held nearest to the crank-shaft,while that of theidle set of cylinders is farthest from it, thus accomplishing for allthecylinders the operation described for Fig. 1.

InFig. 5, as in Fig.4, the axes of the nine cylinders are indicated byRoman numerals. But in this case the valve-gear is arranged to developcombustion in the several cylinders in the following order: :I', III, V,VII IX, II, IV, VI, VIII, I, etc. Starting with the crank-pin-inposition I, the operation is a follows: The heavy working-pressure incylinder I'forces eccentricw to itslower dead-center, as drawn. As thecrank-pinpasses position II this cylinder (its piston attached toeccentric 3/) is idle at the end of its exhaust-stroke. The position ofeccentric g at this time showshow the perfect exhaust desscriloed-inrelat on to Fig. 1 is=performedin eylinder 'II of Fig. 5 As thecrank-pin approachesposition III the angularity of connecting rod Ibrings the rock-sleeve into approximation to the position drawn at III;but'in'addition, the fluidforces of cylinder I are dying out rapidly,while the compressive resistance of cylinder III, acting upon eccentric.2, is rapidly increasing. Therefore near position III thecontrol of therock-sleeve passes gradually and' without shock from cylinder I tocylinder-III.

The p'henornena just described-then repeat themselves in 1 the I areIIIV of i the crank circle, but with eccentric z playingthe partformerly performed by eccentric*w,' ete:, and

assesses in crank-arc VVII the performance is re- )eated with eccentricy in the leading role.

bus, as the engine rotates the roclesleeve also rotates virtuallycontinuously, but in the opposite direction and at an average speed alittle greater than that of the engine. In this case not only is theelastic control of the rock-sleeve no longer needed to overcome inertia,but the smoothness of operation may be enhanced by expanding therock-sleeve into a little fly-wheel, the inertia of which will steadyits otherwise somewhat irregular angular motion.

1th the particular number of cylinders illustrated in Fig. 5 the extralength of exhaust-stroke described in relation to Fig. 1 does notappear, the exhaust and suction strokes carrying the piston out to aboutthe same extreme position; but with twelve cylinders, for instance,arranged as in Fig. 5, working upon a rock-sleeve of three eccentrics(eccentric m carrying cylinders I, IV, VII and X, eccentric y cylindersII, V. VIII and XI, and eccentric 2 cylinders III, VI, IX and XII) thisfeature of advantage reappears. This extension of the workingstrokebeyond the end of the suction-stroke both permits a free-annular exhaustand also increases the degree of expansion.

Various other methods of adapting my invention to the many differentarrangements of cylinders common in internal combustion engines willoccur to the designer ofeach type, without the possibility ofillustrating them all here. Thus a four-cylinder sin le crank \I-typeengine, with the four eccentrics located relatively at 90, would operateas Fig. 1 does, except that the period during which re-adjustment ofeccentrics was accomplished would occupy 180 of crank motion, instead of72 as in Fig. 4, and so the engine would be smoother in operation. Sucha single crank engine would be unbalanced; but an eight-cylindertwo-crank V- type engine with cranks located at 180, would operate inthe same way and in perfeet balance.

It will be noticed that in all of the structures described above, theopposing forces set up in the sleeve-and-eceentrics or rocker device bythe pistons, together with any additional force introduced to throw aneccentric oft center, act always in stable equilibrium. That is to say,the resultant of all such forces in combination acts to rotate therocker into a new position in such a way that the moment, orefl'eetiveness, of this resultant dies out gradually,- without shock, asmotion progresses under its influence, until a final position is reachedin which said moment has become zero. Also, for any given assortment offorces in the pistons there is always a single definite position ofrocker corresponding thereto.

'Ihis is the essence of stability of can librium. It is also the essenceof my ll'lVBIlt tion. I am aware that other suggestions have been madefor devices displacing the pistons of internal-combustion enginesrelatively by the action of piston-forces; but they have been eithersuch as to act always in unstable equilibriiunthe moment or offectiveness ofthe forces increasing as motion progresses, until shockalone arrests said motion-01 they have been such as to act much of thetime in neutral or indifferent equilibrium, there being no definiteposition of the rocker for any given assortment of forces on thepistons; or else, when stable equilibrium happens to be presentmomentarily, in the form of a dead center, no means is shown forthrowing the rocker off center after its duty has been performed.

It is further to be understood that my invention consists in a merelyrelative arrangement of cylinde --axes and eccentric-radii such as willdevelop this stability of equilibrium. That is to say, whether thecylinder-axes be kept parallel, as in Figs. 1 and 2, while theeccentrics are set at odd angles, or Whether it be the cylindenaxeswhich are set at odd angles, as in Figs. at and 5, makes no difference.Nor again, whether, in Figs. 4t and 5, it be the mate of a parallel pairof cylinders which functions to throw the rocksleeve out of center withthe working-cylinder, after its working-stroke is finished, or somecylinder oblique thereto, also makes no dilference. It is merecongregation of cylinders combined with obliquity between cylinder-axisand eccentric-radius, so as to produce stability of equilibrium in therocksleeve, which constitutes the essence of my invention.

It is plain from the above that my invention may be embodied in manydifferent relative arrangements of cylinder-axis and cocentric, and Itherefore do not confine myself to those illustrated.

Having thus described my invention what I claim and desire to secure byLetters Patent is,

1. In an engine of the type described, the combination of a plurality ofpistons and cylinders, a cranlcpin common to the pistons, andunconstrained means located between said pistons and crank-pin fordisplacing the pistons relatively to the crank pin in differentdirections, said means being actuated by the forces on the pistons andso formed that said forces always combine therein in stable equilibrium,substantially as described.

2. In an engine of the type described, the combination of a plurality ofcylinders and pistons, a crank-pin common to the pistons, andunconstrained means actuated by the forces on the pistons locatedbetween said pistons and crank-pin for displacing the pistons relativelyto the crank-pin in different directions and so formerlasqto assumeradna-lly a dead-center position relative y to each, piston as saidpistonin turn-becomes subject't-omajor'fluid force, substantially asdescribed.

3. Inan engine of the type described, the combination of a pluralityot'cylinders and pistons, a crank-pin common to the pistons, -a pi'tman foreach piston, an unconstrained sleeve rotating upon said crank-pin, a plu'rality of eccentrics fixed on said sleeve, each eccentric forming apitman journal for a piston, the eccentrics and piston-axes arranged insuch angular relation that the sleeve-is rotated by the forces onthepistons always in stable equilibrium, substantially as described.

4. In an engine of the type described, the combination of a plurality ofcylinders, pistons and pitmen, a crank-pin common to all, a sleeverotating unconstrainedly upon said crank-pin and eccentrics fixed uponsaid sleeve and forming journals for the pitmen, the angular relationbetween cylinder-axes and eccentric-radii being such that whenever majorforce upon one pitman has driven its rock-sleeve eccentric into adead-center position relatively to that piston a piston engaged incompression is out of dead-center position relatively to its eccentric,substantially as described.

5; In an engine of the type described, two sets of parts, each setcomprising a cylinder, piston and pitmanor a plurality of such, arrangedfor-alternate combustion between the two sets, a crank-pin common to thetwo sets, a sleeve rotating unconstrainedly on said pin, eccentricsforming pitman-journals fixed on said sleeve, the eccentrics bearingsuchangular relation to their respective cylinder-axes that the sleeve isrotated on the pin by the piston-forces always in stable equilibrium,substantially'as described.

6. In an engine of the type described, the combination of a plurality ofcylinders-and pistons arranged for combustionin succession, a crank-pincommon to said cylinders, and unconstrained means between said pistonsandthe crank-pin actuated by the piston-forcesfor displacing-the pistonsrelati-vely to the crank-pin, said means being arangedto come graduallyinto dead-center position relatively to each piston which in turnundergoes compression and combustion, whilebeing at the same time offdead cens ter relatively-to the next piston to-undergo compression andcombustion, substantially as described.

7 In anengme of the type described, two

sets of parts, each set comprising-1a cylinder and a; piston or aplurality 'ofisuch, arranged for alternate Combustion between the ressets, a crankepin common to theetwo sets, an annular exhaust-port ineach cylinder at thexextreme point toward thecrank-pin'overrun by thepiston, and unconstrained jmeans located between piston and cr-ank-pinand actuated by the piston-forces t'or displacing away from thecrank-pin the pistoninomentarily subject to minor force by permittingthe piston momentarily subject to major force to approach gradually thecranlopin, towarda deadenter position of said means, said means beingalways in stable equilibrium, substantially as described.

8. In a four-cycle engine having a plurality of cylinders burning theircharges at diiferentxtimes, and llnflIlQjftCOll'lDlOll crank;- pin, anunconstrained: member transmitting forces from theseve al pistonsto the001m moncranlopin sotorined as to assume sub stantially a dead-centerposition relative to the pistonri'orce momentarily superior'to theothers, and means, for displacingsaid member from said dead-centerposition after said piston-force has. lost its superiority, sub,stantially as described. r I

9. In a. four-cycle engine having a plurality of cylinders burning theircharges at diiierent times, and'having ,a common crankpin, anunconstrained member transmitting the forces from the several pistonstothe common crank-pin so termed as to assume gradually a stableposit=ionrelatively to each piston working in turmwith means for.displacingsaid member from said; position gradually and stably whensaid: piston has ceased working, substantially, as described;

10. Inan engin of the type described, the

combination. with a; plurality 0t cylinders and pistons, of a: crank pincommon to the pistons, a pitman tor each piston, and an eccentric memberrotating unconstrainedly on 'saidcrank pin and forming a journal for;

thesaid plurality of pitm'en, the piston axes being arranged in suchangnlarrelation to the eccentric-radii that the eccentric member isrot-atetbby forces on the pistons always,

7 s mi ar A. Rnnvn \Vitnesses James T. LAW, SArrUEIr lV. BALCH.

C011! 50; this, patentmay bsobtained for five cents each. by,addressingthefifiommissioner of Patents,

WashingtonJJ. 10.? i

